Pneumatic switch-throwing mechanism



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Patented June 14,v 1898.

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J, ffwNfssfs G. R. BARTHOLOMEW. PNBUMATIG SWITCH THROWING MECHANISM.

No. 605,691. VPatented June 14, 1898.

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i io' showinggmy device as applied thereto.

ivrrE :STATES PATENT l EEicE;

GEoRGE R. BAETnotoMEw,

OF RIDGE, PENNSYLVANIA.

PN EU NIATIC SWITCH-THROWlN-G IVi-ECHANISM.

SPECIFICATION forming part of Letters Patent No. 605,691, dated June 14,1898.

l pplication led October 19, 1897. Serial No. 6551729. (No model.)

Be it known that I, GEORGE R. BARTHoLo;

MEW, of Ridge, in the county of Bucks and State of Pennsylvania, haveinvented a new and Improved Pneumatic Switch-Throwing Mechanism, ofwhich the following is a full, clear, and exact'description.

Myinvention relates to an improved mechanism for throwingrailway-switches operated by compressed air and controlled by theengineer from a moving locomotive.

It comprises, first, a pneumatic switchthrowing mechanism, and, second,means for connecting the 'same with the moving engine.

It also consistsV of certain improvements and novel features which willbe hereinafter described, and particularly pointed out in the appendedclaims.V

Reference is to be had to the accompanying drawings, forming a part ofthis specification,

in which similar characters of reference indi-` cate corresponding partsin all the views.

Figure l is a sideelevation of an engine, Fig. 2 is a diagram showing inplan the location of the parts for a side track. Fig. 3 is a sectionalplan view through the pneumatic cylinder which controls the switch. Fig.4 is a longitudinal sectional elevation through the device which makesthe connection between the pneumatic'cylinder and the enginesubstantially on the line 4 4 in Figl. Fig. 5 is a plan view of .thesame on the line 5 5 of Fig. 4. Fig. 6 isla cross-sectional elevation onthe line 6 6 of Fig. 4. Fig; 7 is aperspective view of a switch, showingthe connection of the pneumatic cylinder andthe ordinary switch-stand.'-Fig. 8 is a detail section showing the relief-valve of the pneumaticcylinder, and Fig. 9 is a detail plan showing the manner of locking theswitch-stand to prevent its accidental turning. y

My device is intended to be operated by the engineer Without stoppingthe engine and to be constructed so that he 'may throw a switch in anydirection desired before coming to the switch or after leaving the same,thus making it entirely unnecessary for brakemen to dismountfr'om thetrain to throw the switch.

My device is divided into two parts-iirst, the switch-throwingmechanism, which comi prises, essentially, a pneumatic cylinder thepiston of which is connected by suitable mechanism to the switch-pointsand is operated by compressed air, and, second, means mounted partiallyupon the engine'and partially at suitable points along the track bywhich a temporary connection may be'made between la pipe leading fromthese points to the pneu- :matic cylinder and the supply of compressedair carried upon the engine.

The pneumatic switch-throwing mechanism is shown sectionally in Fig. 3and in perspective in Fig. 7. This mechanism comprises a cylinderH,mounted adjacent to the rails and provided with a piston H. The rod ofthis piston is connected to a bell-crank lever I, and this lever at itsopposite end is connected to arod I', which extends across the trackbeneath the rails and is connected to the movable switch-points. TherodI' maybe extended byond the track and co'nnected with ahand-operated' switch-throwing Ymechanism, it' desired. Such aconnection is shown in'Fig. 7. This mechanism may be constructed in theordinary manner, but should be arranged so that it may be connected withor disconnected from the rod I.

As shown in the drawings, this mechanism consists of a hand-lever ,K andlink K', pivoted thereto and connected at its opposite end to the rod Iby a pin k, said pin being of such a nature that it may be easilyremoved. Normally it is preferred that the hand operatinglever. bedisconnected from the rod. The further extension of the rod I isconnected to a crank upon the lower end of the vertical rod N of theswitch-stand, so that whenthe switch is moved the rod N will be rotatedin the usual manner. This rod is provided at its upper end with theusual target, which indicates by its position the condition of theswitch; The construction of the cylinder is shown in dtail in Figs. 3and 8.

An air-supply pipe is connected to each end of the cylinder, so that thepiston may be forced in( either direction. This air-supply pipe afterleaving the cylinder is divided into as many-branches as. necessary. As.shown in Figs. 2 and 3, this'pipe at one endet the cylinderisdividedinto three branches and at the'otherfend into two branches. Thesebranches` each lead to a coupling device located at a suitable pointalong the track.

Each of the branches is provided with a checkvalve L, which will permitthe flow of air through the pipe into the cylinder, but will prevent airescaping from the cylinder. These branches, which are lettered J J J 2,ite., lead from the pneumatic cylinders to the couplings 10 1l 12, the.,located along the main and side track at such points that the switchesmay be opened or closed byvan engine approaching or leaving the switchon either the main or side track. The switch P may be closed-that is,set for a continuous main line-by an engine approaching it upon the mainline from either direction by connection with either the coupling 11 or12 and also by an engine which has run upon the side track from the mainline by connection with the coupling 15, which is located in the sidetrack near its opposite end or at a sufheient distance from the switchl" to accommodate a train between the coupling and switch.

The switch P may be opened or set to connect with the main line by anengine approaching from the main line beyond the switch or oneapproaching upon the side track by connection with the couplings 100113. Similarly the switch P' may be closed by connection with thecouplings 1l, 17, and 19 and opened by connection with the couplings 1Gand 18. The direction of motion of the engine at the time when thesecouplings are designed to be used to open or close the switches isindicated by the arrow -head located adjacent to each of the couplings.They are so placed that an engine approaching a switch may open or closeit, as may be necessary, and so that the switch may be opened or closedafter leaving the same. For each side track there is thus necessary apneumatic cylinder controlling each of the switches and couplingsarranged in both the main line and side track. The main line isindicated by the letter M in the drawings, and the side track by S. Inthe drawings a single side track only is shown; but it is evident thedevice may be applied to as many side tracks as necessary and also thatthe operative lever I may be connected to both switches of a cross-over,so as to throw them both at once.

The cylinder H is provided at each end with a relief-valve 71,. Thisvalve is shown in detail in Fig. S and consists et a valve-body 7L',placed within an opening in the cylinder and adapted to open inwardly.About the stem of this valve is placed a spiral spring 71,3,whichnormally acts upon the valve to open it. The valve-body is also providedwith a small leakage-opening h2, connecting the interior of the cylinderwith the outer air. The spring 7a3 is made of such strength that it willresist a pressure slightly below the working pressure in the cylinder toopen the valve. The pressure in the cylinder II is needed only for avery short time while the switch is being thrown. It is then desirablethat the air shall escape very soon in order that the switch may bethrown in the opposite direction without too much delay. The smallescape-orifice h2 permits the air in the cylinder to escape until it isreduced to a pressure slightly below the working pressure and so thatthe spring h3 exerts a greater opening effect upon the valve than theclosing effect caused by the air-pressure within the cylinder. lVhenthis point is reached, the spring will open the valve and the air in thecylinder will be permitted to rapidly escape. This leavesV the cylinderin position for operating in the opposite direction in a very shorttime.

The pipes J, leading from the cylinder to the various couplings,terminate in a short section of hose 112, which is connected to a movingshoe E, forming one-half of the coupling. The coupling comprises theshoes E and B and the mechanism directly connected therewith. The shoeIl is mounted within a guide formed by the flanged plates F. Theseplates have a central slot at top and bottom through which the stems etthe shoes F. and B pass. To the stem E' of the lower shoe is fixed astaple or eye c' or other suitable device, by which a spring G may beconnected thereto. This spring is preferably a spirallycoiled spring andextends beneath the flanged guide F, and is connected at one end to across-bar g or other convenient device and normally draws the shoe toone end of the flanged guides, the shoe occupying the position shown indotted lines in Fig. l with one end resting against the slight ledge f'.This end of the guides is placed to face 4the direction from which theengine which is to operate the device approaches. It is to be understoodthat one of these devices is to be used only from one direction, andthat the couplings which are to be operated by the engines approachingin opposite directions are reversed in position. The preferable locationot these couplings is centrally between the rails, although the devicemight be constructed so as to locate these couplings at one side of therail, if desired.

The entrance end of the VIlanged guides is slightly llared, as shown atF2, so as to better insure the entrance of the shoe 13, which is mountedupon the engine. The lower shoe E has projecting pins or lugs E locatedupon the end opposite the entrance end of the ilanged guides. The shoel, which is mounted upon the engine, has a catch D', which is made inthe form of a bell-crank lever and is pivoted to the shoe l5 bythe outerend of one branch of the lever. pivot upon the shoe l) and when not inuse will hang downward therefrom. The shoe l, forming one halt thecoupling proper, is mounted upon the lower end of the hollow piston-rodA2 of the piston A The piston A' is within a cylinder A, which ismounted upon the lower .side of some ineinber of thelocoinotive-framework. This preferably, as shown in the drawings, is abuffer- The cylinder A is rigidly secured beam A3.

This catch is free to Y IOO IIO

tothis beam and centrally of the track. The Cylinder A is connected bymeans of a pipe C with an air-reservoir D', mounted upon the engine.Interposed between the cylinder and n' the air-reservoir is a three-wayvalve C', havlng a lever connected to a link C2. The link I* isvconnected to abell-crank lever C3, and 1e bell-,crank lever is operatedby a rod O4, .fhich extends within the engine-cab convenient to theengineer. By operating this rod air may be admitted to the cylinder A,vso as to force downward the piston and with it the shoe B, so as toexhaust the air from the cylinder A. The piston A is normally held in araised position by the spiral spring A4, located within the cylinder andsurroundingr the rod A2.

The air-reservoir D is connected to the airpump D and is kept suppliedtherefrom with air under pressure. This air-reservoir may be theordinary reservoir used for surplus air and mounted upon the locomotive.lVithin the lower end of the rod A2 of the piston is fixed a valve b,which is normally closed and prevents the escape of air through thehollow piston-rod. The stem of the valve extends slightly below thelower surface of the shoe L. B when the two shoes are not coupled. Thelower shoe is provided withV a plate c, located 3'@ in such a positionas to engage the lower end of the valve-stem d to raise the valve whenthe two shoes are coupled. This permits the escape of air through thehollow piston-rod A2 and thus into the hollow stem E' of the lower shoeand into the pipe leading to the pneumatic cylinder I-I.

When the engine is approaching a switch whichitis desired to throw, theengineer will, after reaching the required point, admit air 4o to thecylinder A. This will force the piston and the shoe B carried therebydown to such Q a point that it will engage the flaring end of theflanged guides F. The points of the shoe at each end are slopedsomewhat, so as to insure greater certainty of entrance within theiianged guides. The shoe in entering the anged guides will engage theupper surface of the shoe E; The downwardly-projecting catches b willpass along the side edges of l the shoeE untilthey engage the projectingpins E3. They will' then be thrown into the position shown in Fig. 4, inwhich one leg of the catch is vertical and the other is horizontal. Theupper surface of the horizontalleg bears against the under surface ofthe flange F and prevents it swinging farther. This will lock the twoshoes together and cause the shoeE to travel with the shoe B until thecatch b passes beyond the notch f at the farther ends of the guides. Atthis point the iiange is cut awayso that it no longer forms a supportfor the upper side of the catch, and the catch is free to swing andrelease the lower shoe. When this is done, theshoe is then drawnback toits normal position by the spiral spring G. As the two shoes corne inconf tact the stem of the valve b engages the small l 'raisedplate eupon the lower shoe, thus opening the valve b and permitting the air toflow through.

A packing-ring e2, of rubber or suitable material, is placed upon one orboth of the shoes surrounding the opening therein and thus forming atight joint to prevent undue escape ofthe air. The lower or movable shoeE is connected with the pipes leading to the'pneumatic cylinder by asection of hose E2 in order that it may have the desired movementwithout breaking connection.

At the entrance to the flanged guides a plate F2, which extends backsome distance, is provided to insure a better entrance of the shoe Bwithin the guides. It is of course intended that the speed of thelocomotive in operating the switch shall be reduced to a reasonableamount. Vhen this is done, the temporary connection lasting while theengine is moving vthrough the length of the flanged guides will besuflicient to furnish all the air that is necessary for operating theswitch. A momentary connection only is needed, as the switch being oncethrown it is immaterial whether the pressure is retained for a time ornot. In fact, it is preferable that the pressure should be released in ashort time. l

My mechanism may be adapted for use in connection with any kind of arailway, although I have herein shown it only as applied to an ordinarysteam-railway. It is evident also that the parts may be locatedAsomewhat differently without changing the principle of the invention,the central point of which is the moving shoe forming one-half of acoupling made from the engine while in motion. The cylinder A vshould befirmly iixed to the framework of the engine, so that it is not liable tobe displaced when in use.

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To strengthen this, a rod a may be fastened tothe lower end of thecylinder and extend forward and be connected to the pilot or any othersuitable point. In connecting the switch-throwing mechanism to anordinary switch-stand it is necessary that the switchstand should beconstructed so that the cylinder may be able to overcome resistance andthrow the switch, and yet it is desirable that it should be providedwith some means for holding the switch against accidental displacement.In Fig. 9 I have shown one means by which such a result may be obtained.In this the central stem N of the switch-stand is provided with across-pin l and the stand O within which it turns is provided upon itsupper end with .notches O', within which the cross-pin normally. rests.These notches serve to hold the rod N from turning, except when aconsiderable eort is made. When this occurs, the stem will be turned,the pin N riding over the projections between the notches. Thisfurnishes sufficient resistance to prevent accidental displacement ofthe switch and yet permits it to be turned when the power is applied tothe cylinder.

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The location of the various couplings in the track is shown by thenumbers lO to l0, inclusive. The exact operation of all of these has notbeen described in detail. Each of these consists of mechanismillustrated in Figs. 4, 5, and 0. The direction in which they are to beoperated is noted by the arrow-heads placed adjacent thereto.

Having thus described my invention, I claim as new and desire to secureby Letters Patentl. The combination with a pneumatic switch-throwin gmechanism, of a connecting means between the same and a moving engine,comprising a coupling` in two halves adapted to be temporarily connectedwhile the engine is moving, one halt mounted on the engine and having avalve normallyelosed and the other half mounted along the track, one ofsaid halves having movement on its support lengthwise the track, andmeans for automatically opening said valve when the two halves areconnected, substantially as described.

2. rlhe combination with a pneumatic switch-throwing mechanism, of aconnecting means between the same and a moving engine, comprising acoupling in two halves, one half mounted on the engine and having avalve normally closed, the other half mounted along the track, means forcontrolling the engin e-coupling to engage the track-coupling, one ofsaid halves having movement upon its support lengthwise the track, andmeans for automatically opening said valve when the two halves areconnected, substantially as described.

3. The combination with a pneumatic switch-throwing mechanism, of aconnecting means between the same and a moving engine comprising acoupling in two halves, one half mounted on the engine having a valvenormally closed and the other half mounted along the track, one of saidhalves having movement upon its support lengthwise the track, a lockupon the two halves of the coupling adapted to hold them togethertemporarily, and means for automatically opening said valve when the twohalves are connected, substantially as described.

a. The combination with a pneumatic switch-throwing mechanism, of aconnecting means between the same and a moving engine, comprising acoupling in two halves, one half mounted on the engine and having avalve normally closed,the other half mounted along the track, and meansfor projecting the en gine-coupling to engage the track-coupling, one ofthe said couplings having movement upon its support lengthwise thetrack, a lock upon the two halves of the coupling adapted to temporarilylock them together, and means for automatically opening the valve whenthe two halves are connected, substantially as described.

5. The combination with a pneumatic switch-throwing mechanism, of acoupling in two halves, one half connected with a compressed-air supplyupon the engine and the other with a pneumatic switch-throwin g mechanism, and means for automatically connecting the two halves whilethe engine is passing, substantially as described.

6. The combination with a pneumaticA switch-throwing mechanism of aconnectinglv coupling between the same and the engine comprising twoparts, one part mounted upon the engine and one alongside the track, theen gine-eouplin g being movable to engage the track-coupling and onepart of the coupling being movable upon a support along the track whenin contact, substantially as described.

7. 'lhe combination with a pneumatic switch-tln-owing mechanism, of aconnecting-coupling between the same and the engine, comprising twoparts, one part mounted upon the engine and one alongside the track, theengine-coupling being movable to engage the track-coupling, one part ofthe coupling being movable upon a support along the track when incontact with the track, and a valve connected to the engine-coupling,and means for opening said valve while the two parts ol" the couplingare connected, substantially as described.

8. The combination with a pneumatic switch-throwing mechanism, of aconnecting means between the same and a moving engine, comprising acoupling in two parts, one part mounted upon the engine and the otheralong the track, a valve in the enginecoupling, normally closed andhaving a projecting opening-pin, a bar on the track-coupling adapted toengage said pin when the two parts ot the coupling are connected,andmeans for temporarily connecting the two parts of the coupling as theengine passes, substantially as described.

0. The combination with a pneumatic switch-throwing mechanism, of aconnecting means between the same and a moving engine, comprising acoupling in two parts, one part mounted upon the engine and the otheralong the track, a valve in the enginecoupling, normally closed andhaving a projecting opening-pin, a bal' on the track-cou pling, adaptedto engage said pin when the two parts ot' the coupling are connected,locking projections upon the track-coupling, and pivoted catches uponthe engine-coupling, adapted to temporarily lock the two together,substantially as described.

l0. The combination with a pneumatic switch-throwing mechanism, of aconnecting means between the same and a moving engine, comprising acoupling in two halves, one half mounted on the engine and having avalve normally closed, the other half mounted along the track, one ofsaid halves having movement upon its support lengthwise the track,locking projections upon the trackcoupling, and catches upon theengine-coupling, adapted to temporarily lock the two together,substantially as described.

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11. The combination with a pneumatic switch-throwing mechanism, ot` aconnecting means between the same and a moving engine, comprising -acoupling in two parts, one part mounted upon the'engine, and the otheralong the track, a guide having `overhanging flanges for thetrack-coupling to slide in, a valve in the engine-coupling, no1.- mallyclosed and having a projecting opening-pin, a bar on the track-coupling,adapted to engage said pin when the two parts are connected,lockin gprojections upon the trackcoupling, and pivoted catches upontheengine-coupling, adapted to engage the guidingfianges to temporarilylock the two together, substantially as described. Y

12. The combination with` a pneumatic switch-throwing mechanism, of aflanged guide located lengthwise the track, a shoe movable therein andforming one'part of the coupling, a support for returning said shoe toits normal position, a shoe mounted upon the engine and connected to theair-supply and forming the other half of the coupling, means forprojecting said shoe to enter beneath the flanges of the guide, andmeans for locking the shoes forming the coupling while in the guide,substantially as described.

13.l The combination with a pneumatic switch throwing mechanism, of aflanged guide located lengthwise the track, a shoe movable therein andforming one part of a coupling, a spring for returning said shoe to itsnormal position, a shoe mounted uponthe engine and connected to theair-supply and forming the other half of the coupling, a valve in saidlatter half of the coupling which is normally closed, a valve-openingpin adapted toy open thevalve when they two shoes forming the couplingare locked together, and means for locking said shoes together while inthe ianged guide, substantially as described.

14. The combination with a pneumatic switch -throwing mechanism, of aiianged guide located lengthwise the track, a shoe movable in said guideand forming one part of a coupling, a spring for returning said shoetoits normal position, a shoe mounted upon the engine and connected tothe air-supply and forming the other half of the coupling, a

'pneumatic pis/ton mounted upon the engine the switch-points to operatethem in either direction, pipes connecting the same with couplingmembers located along the track, and a complementary coupling membermounted upon the engine and adapted to be momentarily connected with thefixed coupling member at will, while the engine is in motion,substantially as described.

16. Apneumatic switch-operatinglnechanism, comprising an air-cylinderconnected to the switch-points to operate them` in either direction, apiston connecting the mechanism with coupling members located along thetrack,a check-valve between the cylinder and each of said couplingmembers, a releasingvalve in said air-cylinder, set to open. at apressure below the working'pressure andY to close by the workingpressure, said valve having a small air-escape or leakage opening, andmeans whereby the connection may be temporarily made from an air-supplyon the engineY to the pipes leading to the cylinder, substantially asdescribed.

17. Acylinder for'pneumatic switch-throwing mechanism, having areleasing-valve provided with a small leakage-hole, a spring acting onthe valve to open it and set to permit closing under working pressure, acheck-valve preventing backflow in the supply-pipe, and means forconnecting the cylinder with an air-supply, substantially as described.

18. Alreleasing-valve for pneumatic cylinders, consisting of aninwardly-opening valve having a small leakage-orice, and a spring orsimilar constantly-acting means, acting upon said valve to open itwhenthe internal pressure is reduced below a certain point, sub` stantiallyas described.

l(flilORGE R. BARTHOLOMEW. Witnesses: JOHN MCKNIGHT, WILLIAM G.MCKNIGHT.

